CN207403500U - Non-inflatable tyre - Google Patents

Abstract

The utility model discloses non-inflatable tyre, and including in the middle part of fetus face, tire and tire bottom, upper end connects fetus face in the middle part of tire and lower end connects tire bottom；Profiled outline in the middle part of tire is arranged to I-shaped, include upper hyphen portion, lower long transverse part and middle vertical part in the middle part of tire, middle vertical part radial direction upper and lower ends connect hyphen portion and lower long transverse part respectively, and the both sides of middle vertical part are the inner concave being recessed inwardly, and embedded block is set in the inner concave of middle vertical part both sides.The utility model can reduce tire weight, it is ensured that ride comfort and manipulation stability are allowed to the requirement for meeting underloading, bicycle at a slow speed and electric bicycle.

Description

Free air tire

technical field

The utility model relates to the technical field of rubber tires, in particular to air-free tires.

Background technique

Non-pneumatic tires made of rubber have the advantages of good wear resistance, safety and durability, but the solid structure makes the tires bulky and laborious to ride. In the prior art, most non-pneumatic tires are provided with several annular circumferential holes 20 (as shown in Figure 1 ) inside the carcass 10, or several rows of axial holes 40 are provided at the bead 30 (as shown in Figure 2 As shown), the use of rubber is reduced by setting perforations in various parts, and the problems of bulky tires and strenuous riding are improved. It has been confirmed that the method of perforation can indeed reduce weight, and the air-free tire with perforation structure is widely used in various vehicles, including bicycles and electric bicycles. However, for bicycles and electric bicycles with small load and low speed, since bicycles are ridden purely by manpower, and electric bicycles also have the demand for power saving and high endurance, the weight requirements of the two tires are higher than those of other vehicles. More stringent, therefore, there is a need to further reduce the weight of the non-pneumatic tire with the existing perforated structure, and the elasticity and comfort also need to be improved.

As shown in Figures 1 and 2, in order to ensure riding stability and comfort, the cross-sectional profile of the non-pneumatic tire maintains the oval or nearly circular shape of a traditional pneumatic tire, although various holes are set in the carcass to Reduce weight, but the oval or nearly round high full cross-sectional profile makes the overall effect of reducing weight limited. In order to further reduce the weight, it is necessary to increase the proportion of holes in the carcass, such as increasing the distribution density of the holes or increasing the volume of the holes, but both will weaken the strength of the carcass, especially after a period of use, the carcass is prone to softening , the amount of sinking gradually increases, which in turn affects riding comfort and handling stability.

Therefore, the performance of existing air-free tires is not targeted for bicycles and electric bicycles with small load and low speed. It is necessary to develop new air-free tires to overcome the above defects, and this case arises from this.

Utility model content

The purpose of the utility model is to provide a non-inflatable tire to reduce the weight of the tire, ensure riding comfort and control stability, and make it meet the requirements of light-loaded, slow-speed bicycles and electric bicycles.

In order to achieve the above object, the solution of the present utility model is:

Non-pneumatic tires, including the tread part, the middle part of the tire and the bottom part of the tire. The upper end of the middle part of the tire is connected to the tread part and the lower end is connected to the bottom part of the tire; And the middle vertical part, the upper and lower ends of the middle vertical part are respectively connected to the upper short horizontal part and the lower long horizontal part. Embedded blocks.

Further, the upper short transverse part of the middle part of the tire is arranged at the bottom of the tread part, and the axial ends of the upper short transverse part are curved and smoothly transition downward.

Further, the lower long horizontal part of the middle part of the tire is arranged on the top of the bottom of the tire, and the two axial ends of the lower long horizontal part are arranged as curved and smooth upward tilts.

Further, the middle vertical part is arranged at the central position of the middle part of the tire.

Further, the upper and lower radial ends of the middle vertical portion are respectively connected to the axial ends of the upper short horizontal portion and the axial ends of the lower long horizontal portion through rounded corners.

Further, the axial width of the lower long horizontal part is larger than the axial width of the upper short horizontal part, the axial width of the upper short horizontal part is larger than the axial width of the middle vertical part, and the axial width of the middle vertical part is set to 35%-50% of the lower long horizontal part axial width.

Further, the radial height of the middle part of the tire is set at 55%-70% of the total tire section height, and the radial height of the middle vertical part is set at 55%-70% of the radial height of the middle part of the tire.

Further, the inner concave surfaces on both sides of the vertical part are circular arc surfaces.

Further, the inner convex surface of the embedded block fits with the arc surfaces on both sides of the middle vertical part, the arc radius of the inner convex surface of the embedded block is equal to the arc radius of the arc surface of the middle vertical part, and the outer convex surface of the embedded block has a circular arc The radius is greater than the arc radius of the inner convex face.

Further, the upper and lower ends of the convex outer surface of the embedded block are connected with the axial ends of the upper short horizontal part and the axial two ends of the lower long horizontal part in circular arcs respectively.

Further, the embedding blocks are arranged at equal intervals along the entire circumference of the inner concave surface.

Furthermore, the number of embedding blocks arranged in the inner concave surfaces on both sides of the vertical part is equal, and the positions of the embedding blocks on both sides are relatively staggered.

Further, holes are provided at the bottom of the inner concave surface between adjacent embedded blocks in the inner concave surface on the same side.

Further, the diameter of the hole becomes smaller from the outside to the inside.

Further, the diameter of the hole decreases continuously from the outside to the inside.

Further, the diameter of the hole becomes smaller stepwise from the outside to the inside to form a stepped hole.

Further, the embedded block and the non-pneumatic tire are integrally formed; or the embedded block and the non-pneumatic tire are processed separately, and then combined and assembled.

After adopting the above-mentioned scheme, the profile of the cross-section of the middle part of the tire of the utility model is set as an "I" shape. The middle part of the tire includes an upper short horizontal part, a lower long horizontal part and a middle vertical part. The two sides of the middle vertical part are inwardly concave, and the cross-sectional profile of the middle part of the tire is set to "I" shape, which can not only reduce the weight, but also improve the elasticity and comfort of the tire, so as to ensure riding The comfort and handling stability make it meet the requirements of light-loaded, slow-speed bicycles and electric bicycles. Embedded blocks are arranged in the inner concave surfaces on both sides of the central vertical part to strengthen the strength of the carcass.

Holes are provided at the bottom of the inner concave surface between adjacent embedded blocks on the same side inner concave surface to make up for the defect of increased weight, balance the strength of the tire circumferential direction, and further improve riding comfort and control stability.

Description of drawings

Fig. 1 is the sectional schematic view of prior art air-free tire;

Fig. 2 is a cross-sectional schematic diagram of another air-free tire in the prior art;

Fig. 3 is the sectional schematic diagram of tire of the present utility model;

Fig. 4 is the enlarged schematic view of the tire middle part of the utility model tire;

Fig. 5 is a partial schematic diagram of the front view of the tire of the present invention;

Fig. 6 is A-A' sectional view among Fig. 5;

Fig. 7 is a three-dimensional partial schematic view of the tire of the present invention after adding an embedded block;

Fig. 8 is a partial schematic diagram of the front view of the tire of the present invention after the embedding block is added;

Fig. 9 is a cross-sectional view of B-B' in Fig. 8 .

Label description

Carcass 10 Circumferential holes 20

Bead 30 Axial hole 40

Tread 1 Center 2

Upper short cross section 21 Lower long cross section 22

Middle vertical part 23 Bottom of tire 3

Insert block 4 holes 5

Detailed ways

Below in conjunction with accompanying drawing and specific embodiment the utility model is described in detail.

Please refer to Fig. 3 to Fig. 9, the non-pneumatic tire disclosed by the utility model is made of rubber material, as shown in Fig. 3, the vertical direction is defined as the tire radial direction, and the transverse direction is defined as the tire axis As shown in Figure 5, CL represents the tread centerline, the left side of the tread centerline CL is defined as the tire undertype, and the right side of the tread centerline CL is defined as the tire uppertype.

As shown in Figure 3, the non-pneumatic tire includes a tread portion 1, a middle portion 2 and a bottom portion 3, the tread portion 1 is configured with a pattern and is in contact with the ground, the bottom portion 3 is installed on the rim, and the upper end of the middle portion 2 is connected to the tread portion 1 And the lower end connects tire bottom 3. The non-pneumatic tire is installed behind the rim, and its tread portion 1 and tire middle portion 2 are placed outside the rim seat, while the tire bottom 3 is installed inside the rim seat. For ease of understanding, as shown in Fig. 3 and Fig. L is the dividing line of the carcass where the tire is installed behind the rim.

As shown in Figures 3 and 4, the cross-sectional profile of the middle part 2 of the tire is set in the shape of "I", and the middle part 2 of the tire includes the upper short horizontal part 21 of the short "one" part forming the shape of "I", forming the shape of "I". The lower long horizontal part 22 of the long "one" part and the middle vertical part 23 of the "丨" part forming the "I" shape. The upper and lower ends of the middle vertical part 23 are respectively connected to the upper short horizontal part 21 and the lower long horizontal part 22, specifically: the upper short horizontal part 21 of the tire middle part 2 is arranged at the bottom of the tread part 1, and the axis of the upper short horizontal part 21 The two ends 21a are arranged downwards with a smooth arc transition to increase the elasticity on both sides of the tire and improve the ability to buffer external forces and shock absorbers; The two axial ends 22a of the portion 22 are arranged to be tilted up smoothly in an arc, so as to facilitate the installation of the tire bottom 3 on the rim, and also reduce the probability of the tire bottom 3 falling off the ring.

Both sides of the middle vertical part 23 are inwardly recessed inner concave surfaces 23a, the inner concave surfaces 23a on both sides of the middle vertical part 23 are preferably circular arc surfaces, and the upper and lower ends of the middle vertical part 23 in the radial direction are respectively connected with the upper short horizontal part. The axial ends 21a of the 21 and the lower long transverse portion 22 are connected to the axial ends 22a, and are connected by a rounded corner R2. The middle vertical part 23 is arranged at the central position of the tire middle part 2, and mainly plays a load-bearing role.

The axial width W1 of the lower long transverse portion 22 is the maximum width of the tire section, the axial width W1 of the lower long transverse portion 22 is greater than the axial width W2 of the upper short transverse portion 21 , and the axial width W2 of the upper short transverse portion 21 is greater than that of the middle vertical portion 23 Axial width W3. In order to ensure sufficient carcass strength and control the increase in weight, the axial width W3 of the middle vertical part 23 is set to 35%-50% of the axial width W1 of the lower long horizontal part 22, and the radial height H2 of the middle part 2 is set to 55%. -70% of the total tire section height H1, while the radial height H3 of the middle vertical part 23 is set to be 55%-70% of the radial height H2 of the middle part 2 of the tire. If the axial width W3 and radial height H3 of the middle vertical part 23 are set too small, the strength of the middle part 2 will be insufficient, which in turn will affect the overall strength of the carcass, and will not be able to play a role of sufficient load-bearing, prone to poor stability such as shaking. question. If the axial width W3 and radial height H3 of the middle vertical part 23 are set too large, the volume of the middle part 2 will be greatly increased, not only the weight of the tire cannot be reduced, but also the "I" shape design of the middle part 2 may be weakened. Performance advantages, such as elasticity and shock-absorbing ability. Therefore, according to the light-load and low-speed characteristics of bicycles and electric bicycles, the optimized "I"-shaped tire middle section 2-section profile not only greatly reduces the weight of the tire, but also ensures the strength and load-bearing performance of the carcass, increases elasticity, and thus improves riding. rowing comfort.

As shown in Figures 3 to 7, in order to strengthen the strength of the carcass, especially to improve the stability and comfort when riding, embedded blocks are arranged in the inner concave surface 23a on both sides of the vertical part 23 of the tire middle part 2. 4. The embedding blocks 4 are arranged at equal intervals along the entire circumference of the tire inner concave surface 23a, and the number of embedding blocks 4 arranged in the inwardly recessed inner concave surface 23a of the tire upper mold and the tire lower mold is equal, that is, the two sides of the vertical part 23 The number of embedding blocks 4 set in the inner concave surface 23a is equal, and the positions of the embedding blocks 4 on both sides are staggered relative to the tread centerline CL, the purpose is to balance the circumferential strength of the upper mold and the lower mold of the tire, and ensure the overall rigidity. Improve riding comfort and handling stability.

Based on the comprehensive consideration of tire strength and weight, the thickness W4 of each embedding block 4 is set to 4mm-12mm, preferably: the thickness W4 of the embedding block 4 used in bicycle tires is 4mm-8mm, and the embedding block used in electric bicycle tires The thickness W4 of 4 is 6mm-12mm. If the thickness W4 of the embedding block 4 is less than 4mm, the thickness of the embedding block 4 is too thin, and the effect of strengthening the tire is not obvious; comfort.

As shown in Figure 6, the embedded block 4 is stuck in the inner concave surface 23a on both sides of the middle vertical part 23, and is supported between the upper short horizontal part 21 and the lower long horizontal part 22. The inner convex surface 4a of the embedded block 4 and The inner concave surfaces 23a on both sides of the central upright portion 23 are inwardly recessed and fitted into each other. As shown in Fig. 4, specifically: the arc radius R1' of the inner convex surface 4a of the embedded block 4 is equal to the arc radius R1 of the inner concave surface 23a of the vertical part 23, and the arc radius R3 of the outer convex surface 4b of the embedded block 4 is greater than The arc radius R1' of the inner convex surface 4a is preferably such that the outer convex surface 4b of the insert block 4 connects the axial ends 21a of the upper short transverse portion 21 and the axial ends 22a of the lower long transverse portion 22 in an arc. Under the condition of load and compression, the smoother inner convex surface 4a can increase the elasticity, while the relatively smooth outer convex surface 4b can strengthen the supporting ability, avoiding the carcass becoming soft and sinking due to insufficient strength after use Phenomenon, improve the stability of the control.

As shown in Figure 6, the embedded block 4 is arranged behind the inwardly recessed inner concave surface 23a, allowing the axial outer edge of the outer convex surface 4b of the embedded block 4 to exceed the lower long horizontal portion 22, but the excess axial width S is controlled at 3mm Within, so as not to affect the bottom of the tire 3 installed on the rim.

In this embodiment, the outer convex surface 4b of the embedded block 4 is rectangular, but it is not limited to a rectangular shape, and can also be S-shaped, and other suitable shapes that match the pattern design on the tread portion 1 . Fig. 7 is a perspective view of the tire after adding the embedded block 4, the embedded block 4 can be integrally formed with the non-pneumatic tire, or can be assembled separately after processing. When the embedded block 4 is integrated with the air-free tire, the embedded block 4 and the air-free tire are all made of rubber, and the material of the embedded block 4 is rubber with high elasticity, preferably: the rubber hardness of the embedded block 4 is greater than that of the air-free tire of rubber hardness. When the embedding block 4 and the non-inflatable tire were separately processed and made, the embedding block 4 was a plastic part with lighter weight and good elasticity, and was inserted into the inner concave surface 23a of the air-free tire body depression after it was made.

The configuration of the embedding block 4 will lead to a rise in weight. As shown in Figures 8 and 9, holes 5 are provided at the bottom of the inner concave surface 23a between the adjacent inner concave surfaces 23a of the same side of the vertical part 23. The position of the embedded block 4 of the upper type and the lower type of tire is staggered relative to the center line CL of the tire, and the central axial position of the upper type hole 5 of the tire corresponds exactly to the embedded block 4 of the lower type of tire, and the central axial position of the lower type hole 5 of the tire The position corresponds exactly to the embedding block 4 of the tire upper model. Such an arrangement not only makes up for the defect of the overall weight increase caused by the embedded block 4, but also balances the circumferential strength of the tire upper mold and the tire lower mold, and maintains stability and comfort when riding. In order to ensure the strength of the tire, the hole 5 is preferably a concave blind hole, and its diameter gradually decreases from the outside to the inside. In this embodiment, the diameter of the hole 5 decreases continuously from the outside to the inside. Of course, the hole 5 may also be a stepped hole with a stepwise smaller diameter.

To sum up, the section profile of the middle part 2 connecting the tread part 1 and the bottom part 3 of the utility model is set in the shape of "I", which includes the upper short horizontal part 21, the lower long horizontal part 22 and the middle vertical part 23. Both sides of the middle vertical part 23 are inwardly concave arc surfaces, and the upper and lower ends of the middle vertical part 23 are respectively connected to the upper short horizontal part 21 and the lower long horizontal part 22. The I-shaped cross-sectional profile can not only reduce the weight, but also improve the elasticity and comfort of the tire.

Embedded blocks 4 are arranged alternately in the concave arc surface of the upper tire and lower tire to strengthen the strength of the carcass, and holes 5 are set at the bottom of the arc surface corresponding to the axial position of the embedded block 4 to make up for the defect of weight increase and balance the tire weight. The circumferential strength of the profile and under-tyre profile improves riding comfort and handling stability.

Below is the performance test contrast explanation of different embodiments of the present utility model and prior art:

According to the technical scheme of the utility model, the rubber material air-free tires of three structures are trial-produced, and the specifications are 24X1.50, and the weight and performance are compared with the air-free tires of the existing two structures. The existing two structures are based on 100 points, and the lighter the weight, the higher the score; the performance test method is: install the compared tires on the front and rear wheels of a 24-inch bicycle, and pass the sensory evaluation of the riders. The higher the score, the better the comfort and stability.

The following table shows the results obtained by testing the existing structure and three embodiments. It can be seen that the tire weights of the three embodiments after adopting the technical solution of the utility model are significantly lower than those of the existing structure, and the second and third embodiments The comfort and stability of the third embodiment are improved, and the comprehensive evaluation score of the third embodiment is the highest, which shows that the comprehensive performance of the third embodiment is the best.

The above are only preferred embodiments of the present utility model, and are not limitations on the design of this case. All equivalent changes made according to the design key of this case all fall within the scope of protection of this case.

Claims (10)

1. non-inflatable tyre, including in the middle part of fetus face, tire and tire bottom, upper end connects fetus face in the middle part of tire and lower end connects tire bottom Portion；It is characterized in that：Profiled outline in the middle part of tire is arranged to I-shaped, include in the middle part of tire upper hyphen portion, lower long transverse part and in Vertical part, middle vertical part radial direction upper and lower ends connect hyphen portion and lower long transverse part respectively, the both sides of middle vertical part be recessed inwardly it is interior Concave surface sets embedded block in the inner concave of middle vertical part both sides.

2. non-inflatable tyre as described in claim 1, it is characterised in that：Upper hyphen portion in the middle part of tire is arranged on the bottom of fetus face Portion, the axial both ends in upper hyphen portion are downward for camber line rounding off；Lower long transverse part in the middle part of tire is arranged on the top of tire bottom, under The axial both ends of long transverse part are arranged to the round and smooth upward tilting of camber line.

3. non-inflatable tyre as described in claim 1, it is characterised in that：Middle vertical part is arranged on the center in the middle part of tire；In The upper and lower ends of vertical part radial direction are connected respectively by rounded corner with upper hyphen portion axial direction both ends and lower long transverse part axial direction both ends.

4. non-inflatable tyre as described in claim 1, it is characterised in that：It is axial that lower long transverse part axial width is more than upper hyphen portion Width, upper hyphen portion axial width are more than middle vertical part axial width, and middle vertical part axial width is arranged to the lower long transverse part of 35%-50% Axial width；Radial height is arranged to the tire section total height of 55%-70% in the middle part of tire, and middle vertical part radial height is arranged to Radial height in the middle part of the tire of 55%-70%.

5. non-inflatable tyre as described in claim 1, it is characterised in that：The inner concave of the both sides of middle vertical part is arc surface；It is embedding It is mutually chimeric to enter interior convex surface and the arc surface of middle vertical part both sides of block, the arc radius on the interior convex surface of embedded block and middle vertical part circular arc The arc radius in face is equal, and the arcuate surface arc radius of embedded block is more than the arc radius on interior convex surface；On the arcuate surface of embedded block The axial both ends in hyphen portion and the axial both ends of lower long transverse part on lower both ends difference circular sliding slopes.

6. non-inflatable tyre as described in claim 1, it is characterised in that：Embedded block is along inner concave circle spaced set； The embedded block number set in the inner concave of the both sides of middle vertical part is equal, and the embedded block position relative misalignment of both sides is set.

7. non-inflatable tyre as claimed in claim 6, it is characterised in that：It is interior between adjacent embedded block in homonymy inner concave Concave bottom providing holes.

8. non-inflatable tyre as claimed in claim 7, it is characterised in that：The aperture in hole is gradually small from outside to inside.

9. non-inflatable tyre as claimed in claim 8, it is characterised in that：The aperture in hole continuously becomes smaller from outside to inside；Or hole Staged becomes smaller and is arranged to stepped hole from outside to inside in aperture.

10. non-inflatable tyre as described in claim 1, it is characterised in that：Embedded block is integrally formed with non-inflatable tyre；Or After embedded block is individually processed with non-inflatable tyre, then it is combined assembling.